Mechanical transmission



Junel4,l93&

- R.C.BURT

MECHANICAL TRANSMI SS ION 2 Sheets-Sheet 2 Filed May 25, 1931 Patented June 14, 1938 UNITED STATES PATENT.) OFFICE MEGH ANIOZ I f'EZtNSMSSIQN unfit: gi smnf im 2 Claims. (CI. 60-14) This invention relates to apparatus for the transmission and control oi. mechanical energy,

force, power, or eflect, from a source to any de' sired point.

This invention has for its object the economical transmission of mechanical power, with great flexibility of power and speed and fine control.

' This transmission .of power is accomplished through the .medium of an elastic gas, vapor, or .10 fluid.

In thefollowing disclosure and claims the term fluid is used broadly to denote gas, vapor, air, or compressible liquid, or othermaterial of like characteristics. A compressor or pump is attached to the source of'power and this compressor takes the fluid at a pressure P1 and compresses it to a higher pressure P2, thus doing mechanical work on the fluid and storing in the fluid the energy of. compression. Another mechanism, known as a motor, takes this fluid and expands it back from pressure P2 to P1, thus extracting the power stored in the fluid during compression.

For many uses of this transmission it is desirable to use compressed air for the working substance or elastic fluid, and in many places in this disclosure I shall refer to the elastic fluid as the air, but I do not limit my invention to a transmission using air. In fact, under certain conditions, other vapors appear to be more desirable. Referring to the drawings: Fig. 1 is a'sectional view of an air compressor; Fig. 2 is a pressure volume diagram of an air compressor; Fig. 3 is a graph showing the variation in work done by an air compressor when the initial volume and final pressure are held constant and the initial pressure is varied; Fig. 4 illustrates one specific application of this transmission to a motor car; Fig. 5 is a diagram of the high pressure control system;

.40 Fig. 6 is a diagram of the low pressure control system; Fig. "l is a horizontal longitudinal sectional view of the air motor.

In Fig. 1 is diagrammed an ordinary air compressor, having a crank shaft i, a crank 2, con- 45 necting rod 3, piston l, which moves up and down with the rotation of the crank-shaft inside of the cylinder 5 which the piston tightly fits. On the down stroke of the piston 'air is drawn ito the cylinder through the intake 6 and inlet valve 8 .59 and is compressed on the up stroke of the piston,

being forced out of the compressor through check valve 9 and exhaust outlet I. The amount of compression depends upon the intake pressure P1 and the pressure into which the exhaust is discharging or P2. 5 It is well known to engineers that the work performed by the piston on the gas in this operation'is equal to the integral of the pressure multiplied by elemental changes in volume taken around the cycle. li To illustrate:-assume we have a cylinder of 100 cubic nches capacity, that it is filled with.

air at 15.lbs. per sq. inch and that no air can escape until we have compressed this air to a pressure of 750 lbs. per sq. inch. Curve ill of. 15 Fig. 2 shows how the pressure within this cylinder increases as the volume is decreased until 750 lbs. per sq. inch pressure is reached and then the air is exhausted. The statement in the preceding paragraph simply states that the work 20 done by the cylinder on the air is proportional to the area to the left and below the curve ill and above the horizontal line of 15 lbs. per sq. inch and to the right of the vertical line representing zero volume. 2

In the formulae employed to explain my invention, the following characters appear and hay the meanings here set forth: P1=pressure of fluid prior to compression.

Pz=pressure of fluid after compression. 30

P or p=pressure of a fluid, generally.

V or v=volume of a fluid, generally.

T=temperature of. a fluid, generally.

K=gas constant of a fluid, generally. I

C =specific heat of a fluid at constant pres- 35 sure.

Cv=specific heat of a fluid at constant volume.

W=work of compression of a fluid.

e=the logarithmic exponent =2.'718.

K =a constant related to K. 40

V1=volume of fluid prior to compression.

'Y=Cp divided by Cv.

If the compression has beenperformed isothermally or at constant temperature, the equation of the curve is given by Equation 1, as follows:

PVEKT 1) If the compression has taken place adiabatically or without loss of any heat by the air, then the I equation is that given by Equation 2, as follows:

' PV' =Constant (2) Curve ll, Fig. 2 represents the same equation (No. 1 above) as curve I0, except that the initial pressure P1 is higher and the work done is repreascurve H.

Equation 3 states the well known gas law:- specific heat at constant pressure C divided by specific heat at constant volume Cv, is a constant.

Work (T constant) =W=f pdv v Or, instead of integrating pdv around the cycle,

we may integrate vdp between the limits of P1 and P2, which is the same thing. Ihus,

P2 av. 26(

The expression for the work of adiabatic compression is derived as follows:

If the initial volume V1 and final pressure P2 are held constant, and if different values of the input pressure P1 are taken, it will be found that the work done by the compressor increases as P1 increases up to a certain value and then decreases as P1 approaches P2 in value. This is shown graphically as an example in Fig. 3 where V1 is taken as 100 cu. inches; P2 is taken as 750 lbs. per sq. inch; and the work W is plotted againstthe different values of P1. Curve I3, Fig. 3 corresponds to Equation 4 and curve l4 corresponds to Equation 5. Both curves have maxima at nearly the same value of compression ratio. These maxima are obtained by differentiation of Equations 4 and 5, obtaining 6 and 7 below.

Differentiating Equation 4, holding P2 constant, we have to zero to find the maximum value for W, results in a maximum value appearing when Difierentiating Equation 5, holding P2 constant, we have:

1 P 1. .2 v. i 14 H 1 1 P2 1 :1 1 i' Z 7 P1 (IF; l 2 7 By equating to zero, we find a maximum value for W when For air, :1.4, and 1 1 becomes 3.2 for maximum work.

It is also evident from Fig. 3 that much more work can be obtained from a given cylinder working at a limited upper pressure P2 by proper selection of the initial pressure P1. For example, the compressor diagrammed in Fig. 2 would absorb less than 6000 inch lbs. per stroke when operating from atmospheric pressure to 750 lbs. per sq. inch as in curve l0 and it would absorb more than 27,000 inch lbs. per stroke when operating from 250 lbs. per sq. inch to the same upper pressure.

From the foregoingconsideration, it is evident that a power transmission can be designed using previously compressed air for its low pressure intake and compressing it over a comparatively small pressure ratio to a higher pressure. Then, after transmission through a pipe and control,

. the compressed air can be expanded through an air motor back to the same'pressure as that from which it started.

By this means a transmission of extreme light-, ness, flexibility, compactness and economy and having other desirable features, may be obtained.

Fig. 4 shows a specific application of this transmission to a motor car and, while I do not limit my invention to automobile transmissions, it will serve as an example to illustrate the principles involved.

Referring to Fig. 4, 3! is a gasoline engine having a radiator 32', carburetor 3'5, and exhaust manifold 34%. This engine, being started in any .of the usual manners, drives a small auxiliary compressor 35. This compressor takes air from the atmosphere through a cleaner, conventionally illustrated at 36, and throttle 3?, compresses and discharges it through the pipe shown into tank 3%. The cleaner 38 may consist of a. box or can having supported, spaced from the bottom, a wire screen 105 above which is placed bronze wool I08. The intake pipe 107, open to the atmosphere, enters at the top, and the discharge pipe 85 passes out the bottom of the cleaner. At the same time the power compressor 39 has been taking air from at, compressing and discharging it into tank 40. This process is continued until the pressure in tank 40 has been built up to a certain predetermined value, for example, 750 lbs. per sq. inch. When P2, the pressure in tank 40, has reached this pressure the connecting tube 45. and the tube 02 transmits this pressure to the diaphragm 43 which expands closing the throttle 44 of carburetor 33 and.

closing the intake to pump 39 by action of valve 45.

The action of this control mechanism can be best understood by referring to Fig. 5. Diaphragm 43 is secured at its outer edge toshell 46 which is mounted on the car frame 99. Attached to the center of diaphragm 43 is a rod 41 on which are nuts 48 spaced somewhat apart. Carried between these nuts is bell crank 49 pivoted about a center 59 and operating on the butterfly valve 44 of carburetor 33 through links 5| and 52. 'The movement of diaphragm 43 due to pressure in shell 431s resisted by springs 53 which is in compression between the diaphragm and bracket 54 mounted on the car frame. An extension 55 of rod 41 passes through packing 56 and carries a cone 51 that seats against seat 58 of valve 45 when diaphragm 43 is extended. Compressor 39 takes in air through pipe 59, valve 45, pipe 60, pipe 6|, from the low pressure tank 38. It is obvious, then, that the action of the diaphragm 43 under pressure is to close the engine throttle 44 and also the valve 45, choking off the intake to the compressor and unloading it.

At this stage the engine idles under little or no load and the pressures are maintained. When P1 reaches its proper value, for example, 250 lbs. per sq. inch, then diaphragm 1| closes valve 3' and no more air is pumped into the system until some escapes. Should pressure P1 become too high, safety valve-l2 lets air escape to atmosphere through pipe 13. In the same manner safety valve 82, allows air. to escape from tank 40 through pipes 4|, 60, and ti back to low pressure tank 38, if .Pz should become too high.

The action of the low pressure control can be seen in detail byreferring to Fig. 6. Diaphragm ii! is secured at its outer edge to shell l4 which is mounted on the car frame. Attached to the center of the diaphragm is rod 15 that extends through packing it and carries a cone ll that seats on valve seat (18 of valve 31 when diaphragm "H is extended. The movement of the diaphragm is resisted by spring l3 which is in compression between diaphragm H and bracket 89 mounted on the car frame. Compressor 35 takes air from the atmosphere through cleaner 36, pipe 3 valve 31, and pipe 82, discharging it through pipe 33, and pipes 34 and ti into low pressure tank 38. When the pressure in tank 38 reaches a predetermined value the diaphragm it will have extended, pushing the rod '35 upward and closing the valve 37. The compressor 35 is then unloaded and inactive until the pressure in tank 38 dram sumciently to permit the diaphragm actuated valve to open and allow air to be taken in by the compressor.

High pressure air from tank 49 is brought back through pipe 95, through thr'ottle valve 85, operated by lever 9|, to the intake side of engine it which expands the air and returns it to tank 33 through pipe H. Thus no air is lost from'the system.

Engine it is exactly like a steam or compressed air engine having the usual cylinder 92, piston,

93, connecting rod 94, and valve mechanism i8 which through the valve link it controls the time of cut-ofi and admission as well as the exhaust events through change of the phase relation of valve 95 with respect to piston 93. A standard Stephenson link has been shown and since this valve gear is so old and so well known to those skilled in the art, it is not considered necessary to explain its operation in detail." The connecting rod 94 operates through a crank to turn rear axle to which are attached'driving wheels I02.

The entire mechanism up to throttle l and return pipe I1 is automatic, the entire control. of the automobile is accomplished by manipulation of the throttle |5 through lever 9| and control l9 through lever 96. These are operated exactly in the same manner as a steam engine.

Many economies may be incorporated in this system. For example: compressor 39 and tank 38 may be placed out in front where, being in the air stream incident to the travel of the vehicle, they would be cooled, thus reducing the volume of airto be compressed, and the compressor 39 and tank 38 are so, shown in this preferred arrangement in Fig. 4. The high pressure air may be passed through a heat interchanger 29 in the exhaust manifold for the purpose of expanding the air, or reducing its density, by taking waste heat from the exhaust gases. The pipe 91 and engine l5 may be heat insulated to conserve this idling at closed throttle with the compressor unloaded.

A simple pipe 24 and check valve shunting valve l5 permits regenerative braking. For regenerative braking the valve I5 is closed and the links I9 are gradually shifted to the reverse position, thus causing air to be taken from tank 38, compressed by engine i6 and driven through pipe 24, check valve 25 and pipe 4| back into tank 40. This continues until a higher pressure is reached in tank 49, of, perhaps, 1200 lbs. per sq. inch. Thereafter air escapes through relief valve 52 into tank 38 again with a small amount 4 of heating, due to the Thompson-Joule efiect.

1. In combination, a reversible valve fluid motor adapted for driving a vehicle, a prime mover, a fluid compressor driven by said prime mover, a high pressure connection between the exhaust port ofsaid compressor and the intake port of said motor, a low pressure connection between the exhaust port of said motor and the intake port of said compressor, a high pressure reservoir in said high pressure connection, a low pressure reservoir in said lowpressure connection, means controlling the operation of said compressor tending to maintain the pressure in said high pressure reservoir, substantially constant at a normal value, a relief valve connected to said high pressure reservoir, said relief valve being set to discharge at some pressure higher than said normal pressure and adapted thereupon to discharge fluid into said low pressure reservoir, means for reversing the valves on said motor to cause the motor to act as a compressor, a throttle in said high pressure connection between said high pressure reservoir and said motor, and valve means adapted when said throttle is closed to prevent the flow of fluid from said. high pressure\ reservoir into said motor but to permit fluid compressed by the motor to be pumped back into the high pressure reservoir.

2. In combination, a vehicle, a valve controlled reversible fluid pressure motor for driving said vehicle, a prime mover, a compressor driven by said prime mover, a high pressure connection between the exhaust port of said compressor and the intake port of said motor, a low pressure connection between the exhaust port of said motor and the intake port of said compressor, a high pressure reservoir in said high pressure connection, a low pressure reservoir in said low pressure connection,means controlling the operation of said compressor tending to maintain the pressure in said highpressure reservoir substantially constant at a normal value, a relief valve connected to said high pressure reservoir, said relief valve being set to discharge at some pressure higher than said normal pressure and adapted thereupon to discharge fluid into said low pres- =sure reservoir, means for reversing the valves on said motor to cause the motor to act as a compressor, a throttle in said high pressure connection between said high pressure reservoir and said motor, and a check valved connection shunting said throttle and acting independently of the setting of said throttle to permit fluid compressed by the motor to be pumped back into the high pressure reservoir.

ROBERT CADY BURT. 

